Safety car equipment



Feb. 23, 1937. w LLOYD I SAFETY CAR EQUIPMENT Filed NOV. 16, 1933 2Sheets-Sheet 1 OWN QM? IN VEN TOR DAVID w LLOYD BY w 2N w w \N hm NQW@xW @VnN A ORNE' "Feb. 23, 1937. D. w LL D 2,071,751

SAFETY CAR EQUIPMENT Filed Nov. 16, 1953 2 Sheets-Sheet 2 1 I, v I A I m,.-/o l. r

- INVENTOR 3' I DAVIDWLLOYD ATTORNE Patented Feb. 23, 1937 UNITED STATESATE Fries SAFETY CAR EQUIPMENT ApplicationNovember IG, 1933, Serial No..698,243

18 Claims.

This invention relates to control apparatus for fluid pressure actuatedequipment and'particularly to control apparatus for controlling thefluid pressure actuated brakes, door engines and ap- -5 purtenantdevices and sanding equipment of motor driven passenger vehicles such astransit coaches and motor buses.

One type of fluid actuated equipment of a motor driven passenger vehiclecomprises fluid pressure brake equipment including a self-lapping brakevalve device for controlling the brake equipment, and safety controlapparatus equipped with anemergency device for effecting an emergencyapplication of the brakes when the operatorsfoot is removed from apedal, so that in the event of incapacitation of the motorman, such assudden illness or death, the consequent release of pressure on the footpedal will cause what is commonly known as dead mans emergencyapplication of the brakes.

Further equipment includes door engines that are fluid pressure actuatedfor opening and closing thedoors for permitting ingress and egress ofpassengers, sanding devices whereby sand is discharged upon the-railfrom a box on the vehicle, circuit breakers or line switches forcontrolling the supply of electric current to the driving-motors of thevehicles and fluid actuated circuit breaker opening or knock out devicesfor opening said circuit breakers under dead mans emergency operatingconditions.

It is an object of the invention to provide a self-lapping brake valvedevice with means -perated when the operator becomes incapacitated forcausing said brake valve device to operate to effect an application ofthe brakes.

Another object of the invention is to provide a brake valve device andoperating means therefor havingthe above noted characteristics whereinmeans are provided for enabling removal of the 'operators foot and handfrom the pedal and lever, respectively, without effecting dead mansemergency application of the brakes, but only in the event that aservice application of the brakes has previously been made which issufficient to bring the car or vehicle to rest.

A further object of the invention is to provide safety control apparatusfor passenger or other vehicles wherein the sanding, door operating andcircuit breaker opening equipment is actuated by fluid supplied from thesame reservoir to which the supply of fluid is cut off during dead mansemergency brake application operating conditions so that the fluidpressure on the door engines 5.5 .may be balanced upon exhaustion of thereservoir as it blows down to atmosphere through the sand boxor knockout device, thus permitting the doors to be opened manually, so that apredetermined quantity of sand only may be discharged from the sand boxunder dead mans emergency operating conditions, and so that the fluidpressure on the circuit breaker opening device is balanced whenthereservoir is exhausted in order that the circuit breaker may bereturned manually to closed position. 1

Afurther object of the invention is to provide a safety controlequipment for passenger vehicles that is flexible in operation andwherein the operation of the equipment in proper sequence ispositivelyinsured under both service and emergency brake applicationoperating conditions.

These and other objects of the invention that will be made apparentthroughout the further 'description thereof are attained in the controlapparatus herein described and illustrated'in .the accompanying drawingswherein:

Fig. 1 is a diagrammatic elevational view, partly in section, of thesafety car control equipment embodying features of the invention;

Fig; 2 is an elevational view of the improved brake valve device;

Fig. 3 is a vertical sectional view, partly in elevation, of the brakevalve device, the view corresponding to a section on line 3-3 of Figurewith portions broken away;

Fig. 4 is a vertical sectional view, of the apparatus shown in Fig. 3,taken on. the broken line 44 of Fig. 3;

Fig. 5 is a vertical sectional view of the apparatus shown in Fig. 3,taken on the line'5-5: of Fig. 3; and i I Fig. 6 is a 'fragmental topplan view of details of the interlocking mechanism.

Referring to the drawings and particularly to Fig. 1, the apparatusincludes a main reservoir 2|, supplied with fluid under pressure from acompressor (not shown), through a pipe 22, a sanding reservoir 23, abrake cylinder 24, a door engine 25, a motor controlling circuit breaker26, a circuit breaker knockout device -2'l, a selflapping brake valvedevice 23, a hand opera-ted door control valve device 29, an auxiliaryhand operated brake control valve device 32, an automatic sanding valvedevice 33, a sand box 34, a double check valve device 35, and hand andfoot operated pilot valve devices 36 and 37! respectively.

The brake valve device 28 which is of theselflapping type comprises acasing, Fig. 3, having a'main section 5|, a valve section 52, anemergency piston section 53 and a pipe bracket section 54 by means ofwhich the brake valve device is secured to the frame or floor 55 of thevehicle. The sections 52, 53 and 54 are removably secured to the maincasing 5| by any desired means, not shown.

The casing sections 5|, 52 and 53 when secured together in the mannerdescribed, define a pressure chamber 56 which may be constantly incommunication with the usual brake cylinder as through a passage andpipe 51.

The casing section 52 is provided with a chamber 58 with which the usualmain reservoir 2| is in constant communication through a pipe andpassage 59. Contained in the chamber 58 and slidably mounted in a bore6| in the casing section 52 is a supply valve 62 which is adapted toseat on a valve seat 63 carried by a bushing 4| in the casing section52, and which is subject on one side to the pressure of a coil spring65. This valve is operated to control communication from the chamber 58to the chamber 56.

The casing section 52 is provided with a cylinder 65 which is open atone end to the chamber 56, the other end of the cylinder being closed byan adjusting member 66 which has screwthreaded connection with thecasing section. This adjusting member is provided with a central bore 61which on its outer end is tapped to receive a screw-threaded stop member68.

Operatively mounted in the cylinder 65, adjacent to its open end, is amovable abutment in the form of a piston 69 having a stem II which isslidably guided in the member 66 within the inner end of the bore 61. Atone side of the piston 69 there is a chamber 12 which is constantly opento the atmosphere through a passage and pipe I3. Contained in thechamber 72 is a coil spring I4 which is interposed between and engagesthe inner face of the piston 69 and an inner face of the adjustingmember 66.

Contained in a valve chamber I5 in. the piston 69 which is open to thepressure chamber 56 through a passage I6, is an exhaust or release valvewhich is adapted to seat on a valve seat I8 formed on the piston, andwhich is adapted to control communication from the valve chamber I5 tothe chamber I2 by way of connecting passages in the piston stem II. Theexhaust valve 11 is provided with a stem I9 having a collar 8| whichslidably engages the piston within a central bore 82 and is subject tothe pressure of a light coil spring 83 inter posed between and engagingthe collar 8| and an annular flange 50 on the piston. Outward movementof the valve relative to the piston is limited by the collar 8| engaginga stop flange 70 carried by the piston 69. The outer end portion of thevalve stem I9 extends beyond the outer face of the piston and is adaptedto be operatively engaged by an operating mechanism which will now bedescribed.

For controlling the operation of the supply and exhaust valves 62 andTI, respectively, I provide a mechanism comprising spaced levers 84, oneof which is shown, which are pivotally connected, intermediate theirends, to a pin 85 mounted in a plunger 86 which at one end is slidablyguided by the casing section 52 within a bore 81.

At one side of the pivot pin 35 the ends of the levers 84 are connectedtogether through the medium of a pin 88 and loosely mounted on the pin88 and disposed between the levers is a roller 89 which is adapted tooperatively engage the outer end of the exhaust valve stem I9. At theother side of the pivot pin 85, the ends of the levers are connectedtogether by means of a pin 9| on which one end of an operating rod 92 ispivotally mounted. The opposite end of the rod operatively engages oneside of the supply valve 62 within a recess 93 formed in the valve.

For the purpose of controlling the operation of the plunger 80, arocking lever 95 is provided which is rotatably mounted upon a rockingshaft 55, and which is provided with an arm 95 adapted to operativelyengage the outer end of the plunger 86. The shaft 95 is mounted foroscillation in the casing section 5| and is adapted to be oscillated bya rocking lever that is fixed to the outer end of the shaft exteriorlyof the casing section 5|, Figs. 1, 2 and 3. The rocking lever 94 is.also provided with a cam arm 91,

the purpose of which will hereinafter appear.

' The rocking lever 94 is adapted to be rotated in a counter-clockwisedirection, Fig. 3, when the rocking shaft 95 is turned in a similardirection, by means of a lug 30| that is integral with a lever 98 thatis fixed to the shaft 95 by means of a key 99. When the shaft 95 isturned in a counter-clockwise direction the lug 30I engages the lever 94and causes it to turn with the shaft. The lever 94 may, however, turn ina counterclockwise direction independently of the lever 98.

Within the emergency device section or casing 53 is a chamber I 0 I,Fig. 5, that is in communication with a safety control passage or pipeI02 and which contains a piston I03 having a stem I 04 extending into abore I 05 which opens into the chamber 55. A piston I06 is slidablymounted within the bore I05 and is provided with a stem I07 which isbiased toward the left or emergency position by means of a double springI08 that is disposed between a collar I09 which bears against one of apair of spaced flanges II on the stem and the guide bushing HI which isclamped between the casing 53 and a closure cap I I2. A cam block I I3is provided which is adapted for movement with the stem IN, by means ofa yoke portion I I6 which fits over the stem I01 and which is lockedbetween the flanges I I4.

The piston I 03 and the piston I 06 are normally held in the right orrelease position by means of fluid under pressure supplied to thechamber IOI through the safety control passage I02 against the opposingpressure of the spring I08.

In normal position, as shown in Fig. 5, passage 200, leading to theemergency sanding device is connected through an annular chamber 350 inpiston stem I04 with an exhaust passage I I5, but when the piston I03 ismoved to the left, the chamber 300 is moved out of registry with passage200, thereby closing communication from passage 200 to the atmosphere,the movement of piston I05 to the extreme left, uncovering passage 290,so that the brake valve chamber 56 is connected to passage 200.

A. guide block II? is fixed to the casing 5| within the chamber 56 andis provided with an undercut groove ||8 for receiving a dove-tailedtongue H9 on the inner face of the cam block II3 so that the block 3 mayslide freely in the direction of the piston stem I01 and be moved by thestem from the release position shown in Fig. 5 to an emergency positionwhen the stem Iii! is moved by the spring I08 to emergency position.

As shown in Fig. 5, the guide block I I! is provided with a verticalslot I2I through which the arm 91 of the lever 94 extends as shown inFigs. 3 and 5. The cam arm 9'! is provided with an of slot I29 in guideblock Ill by a spring inclined cam :face I22 that is adapted, tobeengaged by a similarly inclined cam face I23 on the -cam blockIlii'when the'cam block is movedby the stem Ill! to emergency positionby the spring Iilll. Asthe cam block H3 moves to emergency position ortoward the left, Fig. 5, the cam surface I23 engages the cam face I22 onthe arm 9? and forces the cam arm I]? downwardly, thereby rotating thelever 94 in a counter-clockwise direction, so that as thecain block I I3is moved to the left, the arm 95 of the lever 94 forces the plungerupwardly and causes an application of the brakes in a manner to behereinafter described. When the cam block H3 is in its extreme left oremergency position, the plunger 85 is moved upwardly so as to effect afull'application of the brake in a manner to be hereinafter more fullydescribed.

Interlocking mechanism is provided in the brake valve device forpreventing movement of the piston I53 and the cam block M3 to emergencyposition in the event that the'plunger 85 has been moved manuallythrough the medium of the operating lever ,and the. foot pedal 223,

.Fig. 1, that is pivotally connected toa part of the vehicle frame I24and which is connected to the operating lever 90 by means of a-cable I25as shown in Fig. ..l. The interlocking mechanism comprises the lever 98that is fixed to the operating shaft and which is pivotally connected bya pivot pin I2'I to an interlocking bar I28 that is adapted to extendthrough a slot I29 in the upper edge of the guide block I I1. and to bemoved across. the path of movementof acam lug I 3! integral with the camblock H3 when the shaft 95 and levers 98 and 94 are rotated .in acounterclockwise direction through the medium of the foot pedal, adistance sufficient to effect .aservice application of the brakes with abrake cylinder pressure of a predetermined desired degree, such as, forexample, a brake cylinder pressure approximating .25 pounds. With theinterlocking bar I28 moved across the path of movement of the cam lugI3I, movement of the cam block I I3, the piston stem I0! and piston I06to left or emergency position, is prevented in the event of a reductionin pressure of the fiuidin the chamber NH. The interlocking bar I28,.asindicated to the normal release position shown in Fig. 3

is opposed by the cam lug I3I. Consequently the operator is preventedfrom releasing the brakes until the fluid pressure in the safety controlpipe 'IIlZ and the piston chamber IUI has been restored to normalpressure or to a pressure sufficient to Overcome the tension of thespring I58 and to force the cam lug I3I to the right out of engagementwith the inclined face I32 of the interlocking bar I28. The interlockingbar I28 is yieldingly urged into contact with the bottom 25 attached atone end to the bar and at the other end to a lug I44 carried by thelever'98. The upper edge of the faceI33 on cam block 'I I 3 is beveledat I35 (see Fig. 6) in orderto insure that the upper edge of cam faceI33 will not catch on "the locking bar I28 when the locking bar I28projectsan insufficientjdistance out "of slot 129 on the cam block sideof guide block Ill, and cause undesired prevent of movement of cam block.3 to emergency position.

After pressure has been restored in the safety control pipe and thecylinder IBI, the operator may cause movement of the brake switch deviceto release position by releasing pressure on the foot pedal 223.Referring to Figs. 1 and 2, the operating lever 88 is normallyyieldingly held in release position by a spring I34 that is connected tothe upper end of the lever 96 and to thecasing section 52 of the brakevalve device. When the operator relieves the pressure upon the footpedal223, the spring I34 returns the operating lever and brake valve deviceto release position.

The supply of fluid from the main reservoir 2i to the emergency pistonchamber IQI of the brake valve device 28 controlled by means of the handoperated pilot valve device 36 and a foot operated pilot valve device3'1, Fig. 1. The foot operated safety control valve device 31 maycomprise a casing having a pipe bracket section I54 and a leversupporting section I55 525 that is secured to the casing section I5 2with a diaphragm I55 clamped therebetween. The diaphragm I56 has achamber I5'I at one side and carries a valve portion I58 that is adaptedto engage an annular valve seat rib I59. The diaphragm I55 also carriesa stem IEI that is adapted to be operated by a foot pedal Hi2 that ispivoted on a pin I55 carried by the pedal supporting casing I55. Thepipe bracket casing containing a valve I55 having stem 555 that isadapted to be actuated by the diaphragm i55 through the medium of thestem I55. Disposed between the chamber I51 and the valve chamber I64 isa central chamber I51 that is connected to the safety control pipe I58and through which the stern I65 of the valve Hi5 extends into engagementwith diaphragm valve I56. A spring I59 disposed in the valve chamber assserves to normally retain the valve I55 seated and the depressed by thepressure exerted thereby and moves the diaphragm valve I58 to seatedposition and unseats the valve I55 against the action of the spring I59.With the valve I58 seated and the valve I65 unseated, the safety controlpipe I58 is connected to the fluid pressure supply pipe 59 which isconnected to the main reservoir 2i.

The hand operated pilot valve device 36 is -identical in construction tothe pilot valve de-- vice '31- with the exception that the operating'lever M2 is adapted for hand operation.

purpose of the hand operated control device 35 The and the foot operatedcontrol device 31 will hereinafter appear.

The sanding valve device 33 comprises a casing I'EI having a'valvechamber I'M connected through pipe Il5 with the sanding reservoir '23and containing a disk valve I'Iii for controlling communication fromchamber I'M to a chamber I8I which is connected to .pipe I82 leading toI5 3 is also provided with a valve chamber its the cylinder of thecircuit breaker device 21. A poppet valve I86 is carried. by the valveI16 and controls communication from main reservoir pipe 59 to chamberI14, the valve I16 being urged to its seat by spring I95. For operatingthe valve I16, a piston I91 is provided having a stem 202, adapted toengage a stem 203 on the valve, when the piston is moved upwardly.

The under or lower face or" the piston I91 is subject to the pressure offluid within the chamber 204 within the casing Ill and which chamber isnormally open to atmosphere through passage and pipe 200 which leads tothe brake valve device 28 and through the annular chamber 300 in theemergency piston stem I04 and the atmospheric passage H5. Underemergency operating conditions, as Will hereinafter appear, fluid atbrake cylinder pressure is supplied to the chamber 204 of the sandingvalve device 33, from the chamber 56 of the brake valve device 28through passage and pipe 200 and the fluid acting on the under face ofthe valve piston I91 forces it upward so that the valve stem 22 engagesthe stem 203 of the valve I16 and causes it to be lifted from its seatI11 against the action of the spring I95, and the poppet valve I85 to bemoved into closed position upon seat I61, thereby cutting off the supplyof fluid from the main reservoir to the sanding reservoir in a manner tobe hereinafter described.

The circuit breaker opening or knock-out device 21 is for the purpose ofmoving the circuit breaker 26 to open position under emergency operatingconditions and is adapted to be actuated for opening the circuit breakerby fluid under pressure when operating fluid is supplied to the sandingpipe I82 during an emergency operation. The knock-out device cornprisesa casing 21 having a chamber 203 containing apiston 259 adapted toreciprocate within the chamber 200 and which is provided with arestricted port 2| through which fluid under pressure may fiow from thechamber 28 to the chamber 2 at the left side of the piston. The chamber2 is open to the atmosphere through atmospheric port 2I2. The piston isprovided with a guide stem 2! which projects eXteriorly of the casing201 and which is provided with a knob 2I5 that is adapted to engage atrip lever 2H5 of the circuit breaker 26. The piston209 is adapted to bemoved to the left by fluid under pressure supplied to the chamber 208from the sanding pipe I62 under emergency operating conditions againstthe action of a spring 2I1 disposed between the piston 209 and the endof the casing 201 and, after a dead mans emergency brake application,and when the pressure in the chamber 208 is reduced sufficiently byreason of the blow-down of fluid from the pipe I82 through therestricted port 2) and the atmospheric port 2I2, the spring 2|1 forcesthe piston to the right or normal position shown in Fig. 1.

The double check valve device comprises a casing having a chamber 226containing a double check valve 221. In one seating position, the checkvalve establishes communication from pipe I68 to pipe I02 and in theother seating position, said communication is cut off and communicationis established from a pipe 258 to pipe I02.

The door engine device 25 comprises a casing 232 having a piston chamber233 containing a piston 234 which carries a stem 235 that is provided atits end with a piston 235 of less diameter than that of the piston 234and which is open at one end to the atmosphere.

' pipe I15.

adapted to operate within a bore 231 which is The piston 236 carries anoperating rod 238 which may be pivotally connected to operatingmechanism for the entrance doors, not shown. The chamber 239 between thepistons 234 and 236 is always open to the sanding reservoir 23 throughpassage and Fluid under pressure is always supplied to the pistonchamber 239, from the sanding reservoir 23 through pipe I15, and thepiston chamber 233 which is normally open to the sanding reservoir issupplied with fluid under pressure through pipe I15, port 242 in thevalve plug 240 of the door control valve device 29 and pipe MI. Thefluid under pressure acting on the right face of the piston 234 retainsit in its left or door closed position shown in Fig. 1, against theopposing pressure of the fluid in the chamber 239 acting on the reducedefiective area of the left face of the piston. When, however, thechamber 233 is open to atmosphere in a manner to be hereinafterdescribed, the greater fluid pressure within the chamber 239 acting onthe left face of the piston 234 causes the pistonto move to the right ordoor open position and to open the entrance door, not shown.

In operation, assuming that the parts of the apparatus are in releaseposition, as shown in Figs. 1 and 3 with the exception of the footoperated pilot valve device 31 which is shown in the emergency position,and that the operators hand is resting upon the hand operating lever I42of the hand operated pilot valve device 36, the sanding reservoir 23 ischarged with fluid under pressure from the main reservoir 2| throughpipe and passage 59, filter chamber I88, of the sanding valve device 33past the open poppet valve I86, valve chamber I14 and passage and pipeI15. Fluid under pressure flows from the pipe I15 to the chamber 239 ofthe door engine device 25 and fluid under pressure also flows from thesanding reservoir 23 to the piston chamber 233 of the door engine device25 through pipe I15, port 242 in the manually operated valve device 29provided for controlling the operation of the door engine device whensaid valve device is in the door closing position, and pipe MI, and thefluid under pressure in the chamber 233 acting on the right face of thepiston 234 holds the door engine device in door closed position shown inFig. 1 against the pressure of the fluid at sanding reservoir pressurein the chamber 239.

It will here be understood that the hand operated pilot valve device 36and the foot operated pilot valve device 31 are so interconnected thateither the hand lever I42 or the foot pedal I62 must be depressed inorder to maintain fluid under pressure in the safety control pipe I02and that when either or both the levers I42 and the foot pedal I62 is orare depressed, fluid under pressure is supplied to the safety controlpipe I02 and to the chamber IOI of the emergency piston device, Fig. 5.As shown, the hand operating lever I42 is depressed while the foot pedalI62 is yieldingly held in release position by the spring I60. With thelever and foot pedal in the position shown in Fig. 1, fluid underpressure is supplied from the main reservoir to the emergenoy pistonchamber I0! through pipe and passage 59, valve chamber I30 of the pilotvalve device 36, past the open valve I49, chamber I40, pipe Ii, chamberI51 of the pilot valve device 31, past the open diaphragm valve I58,chamact-1,751

manner just described. From the foregoing, it'

is apparent that fluid under pressure is supplied from the mainreservoir to the emergency piston chamber IOI so long as eithertheoperating handle I42 or the foot pedal I62 is depressed.

If the operator should remove his hand and foot simultaneously orconcurrently from the levers I42 and I62, communication is establishedfrom the emergency piston chamber W! to the atmosphere through passageand pipe I02, annular chamber 23I, port 228, chamber 226, pipe andpassage I66, chamber I6'I of' the pilot valve device 31, past the opendiaphragm valve I53, passage and pipe I5l, chamber I40, past the opendiaphragm valve I50, chamber I20 and exhaust passage and pipe 249. afterappear, opening of the emergency piston chamber IOI to the atmosphereeffects an emergency application of the brakes, sanding of the rails,balancing of the fluid pressure acting on the door engine so that it maybe opened manually, and interruption of the power circuit throughopening of the circuit breaker 26 by the knock-out device 21.

It will here be understood that the above described brake controllingapparatus is employed in an electrically driven vehicle wherein thepower supplied to the driving motors of the vehicle is controlled by afoot operated controller device, not shown, the movement of thecontroller shaft being effected by movement of the toe of the operatorwhich rests upon a foot pedal, not shown, and that while the car isrunning, one foot of the operator rests upon the pilot valve foot pedalI62 while the other foot rests upon the controller pedal, not shown.

When it is desired to eiTect an application of the brakes, the foot ofthe operator which is used to operate the controller pedal is removedfrom the controller pedal and placed upon the foot pedal 223 foreffecting desired movement of the brake valve device 28.

Should the operator desire to remove his foot from the pilot valve footpedal I62 for effecting operation of the controller pedal, not shown, aswhen starting the vehicle on a grade, the operator must first press thehand operating lever I42 so that the safety control pipe pressure willbe maintained and so that an emergency application of the brakes willnot be effected.

Assuming that one foot of .the operator is resting upon and isdepressing the pilot valve foot pedal I62, that the operators other footis resting on and. depressing the controller pedal, not shown, that thehand lever I42 is in its upper or emergency position, that the car isrunning and that the operator desires to effect an application of thebrakes, the operator removes his foot from the controller pedal, notshown, thereby cutting oil the supply of power to the driving motors andgradually depresses the foot pedal 223 so as to elfect counter-clockwisemovement of the brake valve device operating lever 90', Fig; 1, and Fig.3.

As will herein- Counter-clockwise movement of the operating lever90turns the shaft 95 and the rocking lever 94 through the medium oflever 90 and lug 30I in counter-clockwise direction, Fig. 3. The end 96of the lever 94 presses the plunger 86 upward, carrying with it the pin85 about which the lever 84 is pivoted. Since the spring 64 acting onone side of the supply valve 62 offers greater resistance to the innermovement of the lever 84 than does the spring 63 acting on the releasevalve 11, the supply valve 62 and rod 92, during the initial movement ofthe plunger 86'towards upper position, or application position, aremaintained sta tionary, so that the pin 9I forms a stationary fulcrumfor one end of the lever 84. As the plungcr es and pin 65 are movedtowards the upper position by action of the foot pedal 223, thelever 84is caused to rock about the pin 9| in a counterclockwise direction andas the levers are thus moved, the roller 69 moving therewith causes theexhaust or release valve 'II t'o'be seated against the opposing pressureof the spring 83, thus closing the atmospheric communication fromchamber 56 in the brake valve device and consequently, from thebrakecylinder 24 to atmosphere through passage and pipe I3.

' When the release valve 11 is seated, the value of the spring I4 actingon the piston 69 being greater than the value of the spring 64 acting onthe valve 62, the piston 69 will remain stationary,

so that the pin 88 now becomes the fulcrum for the lever 64, so that asthe pedal 223 is further depressed and causes further rotation of thelever 94 in a counter-clockwise direction and further upward movement ofthe plunger 86, the rod 92 is moved upward and causes the supply valve62" to be unseated against the opposing pressure of the spring 64, andthe fluid under pressure in the chamber 56 supplied from the mainreservoir" through pipe and passage 59 flows to the brake cylinder 24through pressure chamber 56 in the brake valve device and passage andpipe 51 thus effecting an application of the brakes.

Now, as soon as the pressure in the pressure chamber 56 acting on oneside of the piston 69 has been increased to a degree slightly exceedingthe opposing pressure of the spring I4 acting on the other side of thepiston, the piston will move outwardly. As the piston 69 is thus beingmoved,

the action of the-spring 64 causes the supply valve 62 to move towardits seat 63. Through the medium of the rod 62, the action of the valve"62 causes the levers 84 to rock about the pivot pin 85 in acounter-clockwise direction, maintaining the exhaust valve 'I'I closed.When the supply valve 62 seats on the valve seat 63, the further flow offluid under pressure from the main reservoir to the chamber 56 is closedoff andthe upwardmovement of the piston 69 is stopped by the action ofthe spring 14. Since the piston 69 is brought to a stop at substantiallythe same time as the supply valve 62 seats, the spring 64 through themedium of the rod 92, pin 9i, levers 84, pin 86, rollers 89 and exhaustvalve stem I9 will maintain the exhaust valve TI seated. Thus'the brakevalve device is automatically operated to lap the supply valve whileholding the exhaust valve closed.

If, when the several parts-of the brake valve device have been moved tolap position as just described, it is desired to reduce brake cylinderpressure, the operator reduces the pressure of his toe on the foot pedal223 so as to permit the spring I34 to turn the operating lever 90 in aclockwise direction (Figuresl and 3) and through the medium of the cableI25, to follow the movein a clockwise direction about the pin 9|, whichis maintained stationary by the resistance offered by the spring 64through the medium of the supply valve 62 and the rod 92.

With the exhaust valve I! thus unseated, the

fluid under pressure is released from brake cylinder 24 to theatmosphere through pipe and passage 51, chamber 55 in the brake valvedevice, passage I6 in the piston 69, chamber I5, past the unseatedexhaust valve 11, passages 80 in the piston stem II, spring chamber I2and atmospheric' passage and pipe I3.

The operator permits such release movement of the pedal 223 as willprovide the desired graduated release, and if he holds the pedalstationary 'in this position, then fluid will release from the brakecylinder until the spring I4 has moved the piston 69 into seatingengagement with the exhaust valve TI and then further release of fluidfrom the brake cylinder is cut off.

With the exhaust valve TI seated, the release of fluid under pressurefrom the brake cylinder 24 and pressure chamber 56 is closed off,consequently the piston 69 Will come to a stop without rocking thelevers 84 to unseat the supply valve 62, thus the brake valve device isautomatically lapped after a reduction in brake cylinder pressure hasbeen effected. To effect a complete release of the brakes, the toe ofthe operator is raised sufliciently to permit the spring I34 to returnthe operating lever 90 to release position, shown in Figs. 1 and 3,wherein its movement is arrested by engagement of the free end of thelever 99 with a stop lug II 9 on the casing 5i, which limits the upwardmovement of the pedal 223 to release position, shown in Fig. 1. As therocking lever 94 is being turned in a clockwise direction by theoperating lever 99 to the release position, the action of the spring 83causes the exhaust valve ll carried by the piston 69, to be unseated asbefore described, permitting fluid under pressure to flow from thechamber 56 and brake cylinder 24 to the atmosphere. As the pressure offluid in chamber 56 reduces, the piston 69 is caused to move toward fullrelease position by the action of the spring I4, but spring 83 keeps theexhaust valve 'I'I unseated so that piston and valve move downwardlysimultaneously and together, causing the lever 84 to rock in a clockwisedirection about the pin 9|. Through the medium of the pin 85, thismovement of the lever causes the plunger 86 to move downwardly towardthe position in which it is shown in Fig. 3. Since the supply valve 62is maintained seated and the exhaust valve unseated, the brake cylinder24 is maintained open to atmosphere, and consequently the completerelease of the brakes is efiected.

' It is apparent from the foregoing, that the value of the fluidpressure supplied to the brake cylinder depends upon the position of theoperators foot and the position of the plunger 86 and when the operatorsfoot pedal. 223 is fully depressed so as to move the plunger 86 to itsextreme upper position, the supply valve 62 is moved to open positionagainst the action of spring 64. Fluid under pressure then supplied tochamber 56 and acting on the piston 59 forces it upward until the stem'II engages the stop member 68, per- 5. mitting the plunger 86 to moveupward to its extreme upper position and maintain the supply valve inopen position. Brake cylinder pressure then may equalize with mainreservoir pressure and apply the brakes with maximum force.

The operating mechanism is so designed that the vehicle may be readilybrought to rest by moving the foot pedal to such position that a brakecylinder pressure of from 20 to 25 pounds is obtained.

. When the car has been brought to rest and the operator desires tocause opening of the door, not shown, to permit entrance or exit of apassenger, the operating handle 244 of the door engine controlling valvedevice 29 is moved to the door open position shown in dotted lines inFig. 1, corresponding to the position of the plug valve 245 of theauxiliary brake controlling valve device 32, wherein the wide portion ofthe port 242 connects the pipe 24I with the atmospheric pipe 246 so thatfluid under pressure within the piston chamber 233 of the door enginedevice 25 is vented toatmosphere through pipe I, port 242 in the valvedevice 29 and atmospheric pipe 246. As the pressure of the fluid in thepiston chamber 233 is reduced in the manner above described, the greaterfluid pressure in the piston chamber 239 acting on the left face of thepiston 234 forces the piston to the right or to the door open positioncausing the operating rod 238 to actuate the door operating mechanism,not shown, to the door open position.

In order to close the door, the operating handle 244 of the door enginevalve device 29 is returned to the door closed position wherein thesanding reservoir 23 is again connected to the piston chamber 233through pipe I15, port 242 of the valve device 29 and pipe 24I. As thepressure of the fluid in the chamber 233 increases to that of thesanding reservoir, the fluid under pressure acting on the right face ofthe piston 234, which face is of greater effective area than the leftface of the piston, overcomes the pressure of the fluid in the chamber239 acting on the left face of the piston and forces the piston 234 tothe left or door closed position shown in Fig. 1.

After the door has closed and it is desired to again start the car inmotion, the toe of the operator is removed from the foot pedal 223 sothat the spring I34 may return the operating lever 90 to the releaseposition shown in Figs. 1 and 3, wherein the brake valve device partsare in position to vent fluid from the brake cylinder 24 to theatmosphere and close the supply valve so as to out off the supply offluid from the main reservoir to the chamber 56 of the brake valvedevice.

Dead mans emergency features are provided in the apparatus for effectingan emergency application of the brakes in the event that the operatorbecomes incapacitated and removes both his hand and foot from the handlever I42 and the foot pedal I62, respectively. Under dead mansemergency operating conditions, sand is automatically supplied to therails from the sand box 34, the circuit breaker 26 for controlling theelectric current supplied to the motors is moved to open position forcutting off the supply of power to the motors and finally the doorengine device 25 is so balanced that it may be moved manually by thepassengers to door open position, should it become necessary.

Under dead mans emergency operating condition, should the operatorbecome incapacitated and remove his foot from the foot pedal I62 and hishand from the hand lever I42, release of pressure applied by theoperator to the lever and knock-out device 21 causes the piston 209' tobe pedal causes them to be moved by their'respec tive springs I60 andI60 to emergency position, such as the position of the lever I62'shownin Fig. 1, wherein the diaphragm valves I58 and I50 are open and thevalves I65 and I49 are closed. With the valves I58 and I50 open and thevalves I65 and I49 closed fluid under pressure is vented from theemergency piston chamber I III and the safety control pipe I02 throughthe safety control pipe I02, annular chamber 23I of the check valvedevice 35, port 228, valve piston chamber 226, pipe I68, chamber I61 ofthe pilot valve device 31, past the open diaphragm valve I58 of the footoperated pilot valve device 31, chamber I51,

' pipe I5I, chamber I40 of the hand operated pilot valve device 36, pastthe open diaphragm valve I50, chamber I and atmospheric pipe 249. As thefluid underpressure in emergency piston chamber IN is reduced toatmosphere in the manner above described, the spring I08 forces thepiston stem I01 to the left or emergency position, carrying with it thecam block I I3. As the cam block I I3 moves toward the left, theinclined cam face I23 thereof engages the cam face I22 on the I end 91of the lever 94 and causes it to be depressed so that the lever 94 isrotated in a counter-clockwise direction, Fig. 3, sufficiently to movethe plunger 86 to its extreme upper emergency or full applicationposition. With the plunger 86 in -full application position, the exhaustvalve 11 is closed and the supply valve 62 is open so that fluid issupplied from the main reservoir 2I to the brake cylinder 24 through thebrake valve device in the manner hereinb-efore described. Since thebrake cylinder 24 is supplied with fluid at the maximum pressure of thatin the main reservoir, the brakes are applied with maximum force and thevehicle is quickly brought to rest.

As the piston stem I01 is moved to the left 'by the spring I08, thepiston I06 is moved to a point between the passage 200 and theatmospheric passage H5 so that communication from the passage 200 to theatmosphere through annular chamber 380 and passage H5 is cut off and Ycommunication is established from the chamber 56 of the brake valvedevice to the chamber 204 of the automatic sanding valve device 33through passage and pipe 200. Fluid under pressure at brake cylinderpressure is supplied from the chamber 56 to the chamber 204 of thesanding valve device and acting on the lower face of the piston I91moves the piston upward so that stem 202 engages the stem 203 of thevalve I16 and moves the valve from its seat, and at the same 1 timemoving the poppet valve I86 into engagement with its seat, therebycutting off the supply of fluid from the main reservoir 2| to thesanding reservoir 23 and at the same time opening communication from thesanding reservoir 23 to the sand box 34 and the chamber 208 of theknockout device 21, through pipe and passage I 15,valve chamber I14,past the open valve I16, bore I19, chamber I8I and passage and pipe I82.The fluid under pressure supplied to the sand box 34 from the sandingreservoir 23 causes sand to be supplied to the rail in the well knownmanner and under dead mans emergency operating condition.

The fluid under pressure supplied from the sanding reservoir 23 to thepiston chamber 208 of the moved to the left against the action of thespring 2I1, thereby forcing the trip lever 2I6 of the circuit breaker 26to circuit breaker open position thereby.v effecting. opening of. the;circuit breaker.

As the piston 209 of the knock-out device 21 moves to the knock-outposition, it uncovers atmospheric port 2I2 so that fluid under pressureis vented from the sanding reservoir 23 and chambers 239 and 233 of thedoor engine device 25 to the atmosphere through pipe I15, valve chamberI14, past the open valve I16, bore I19, chamber I8 I, passage and pipeI82, piston chamber 208 and atmospheric port 2I2. Thus, since thepistons 234 and 236 of the door operating device are subjected'toatmospheric pressure on both sides, the opposing pressure forces actingthereon are balanced and the vehicle door may be opened manually, ifdesired. A port 2I0 is provided in the piston 209 through which fluidunder pressure may flow from the sanding reservoir in the mannerdescribed after the pressure has been reduced sufficiently to permit thespring 2 I1 to return the piston 209 to normal position so that thesanding reservoir 23 may blow down to atmosphere'after a dead mansemergency operation. Since sand flows from the sand box 34 so long asfluid is supplied thereto, the sanding operation will be discontinuedwhen fluid no longer flows from the sanding reservoir to the sanding boxas when the sanding reservoir has blown down to atmosphere.

In order to release the brakes after a dead mans emergency operation,either the hand lever I42 or the foot pedal I62 is depressed so thatfluid under pressure may flow from the main reservoir 2I to the safetycontrol pipe I02 and the emergency piston chamber IOI through pipe 59;valve chamber I64 of the foot controlled controlling, valve device 31 ifthe foot pedal I62 is depressed, past the open valve I65, chamber I61,passage and pipe I68, chamber 226 of the check valve device 35, port228, annular chamber 23I, and pipe I02;

forced to the right or to release position, and

the rocking lever 94, Fig. 3, is thus free to be returned in a clockwisedirection by the action of springs 83 and 64 as they respectively effectopening movement of the exhaust valve 11 and closing movement of thesupply valve 62. With the exhaust valve 11 in open position and thesupply valve 62 closed, fluid under pressure is vented to the atmospherefrom the brake cylinder 24 in the manner described and the supply offluid from the main reservoir to the chamber 56 of the brake valvedevice is cut off. Release of the brakes is thus effected.

It is desirable to permit the operator, after he has depressed the footpedal 223 sufficiently to effect a service application of the brakes orsufiiciently to effect delivery of fluid under pressure to the brakecylinder at a pressure of 25 pounds, to remove both his hand and footfrom the hand lever I42 and the foot lever I62 for the purpose ofattending to other duties such as observing the clearance between aparked vehicle and the vehicle controlled by the operator, withouteffecting an emergency application of the brakes even though theemergency piston chamber IOI has been vented to the atmosphere as aresult of the removal of pressure applied by the operator to the saidhand lever and foot pedal.

Referring particularly to Figs. 3, 4, 5 and 6, when the operating lever90 has been turned in a counter-clockwise direction sufficiently toeffact a service application of the brakes with a fluid. pressure of .25pounds. in the :brake cylinder,

the lever 98 which is fixed to the shaft '95 moves the interlocking barI28 to the left so that it extends across the path of movement of theupwardly extending locking lug I3I on the cam block II3. Consequently,when the spring I08 forces the valve piston stem I01 to the left as aresult of the reduction in fluid pressure in the emergency pistonchamber IN, the inclined face I33 of the locking lug I3I engages theinclined face I32 of the interlocking bar I28 and prevents furthermovement of the stem I 01 to the left. Consequently, the piston I06 isnot moved sufficiently to uncover the passage 20!] or to interrupt itscommunication with the atmosphere through the passage H5. The piston I91of the sanding valve device 33 will therefore remain in its normal lowerposition and therefore, sanding of the rails and opening of the circuitbreaker 26 will not be effected.

Since the inclined face I 33 of the locking lug I3I, Figs. 5 and 6, isyieldingly pressed against the inclined face I32 of the locking bar I28by the spring I 08, and since the interlocking bar I28 is being pressedagainst the side of the slot I29, the interlocking bar I28 is heldagainst return movement and will remain thus locked until fluid underpressure is again supplied to the chamber IOI with sufficient pressureto overcome the tension of the spring I08 and move the piston I03 andcam block M3 to release position shown in Fig. 5. The locking bar I28thus prevents release movement of the operating arm and rocking lever 94for effecting release of the brakes until the hand or foot of theoperator has been applied to the hand lever I42 or to the foot pedal I62with suflicent pressure to depress it for effecting a supply of fluidunder pressure from the main reservoir to the safety control pipe I02and the emergency piston chamber IOI.

After fluid under pressure has been supplied from the main reservoir tothe emergency piston chamber I! in the manner above described, thebrakes may be released by relieving the pressure on the foot pedal 223and permitting the spring I34 to return the operating lever 90 torelease position.

In order that the brake valve device 28 may be operated from the end ofthe car opposite that containing the foot pedal 223, an operating ball25I is supported upon a supporting bracket 252 and is connected to theoperating lever 90 by means of a cable 253 which extends through a hole254 in the supporting bracket and a hole 255 in the floor 55 of thevehicle. By pulling the ball 25I away from the support, the brake valvedevice is operated to any desired position for effecting any desireddegree of brake application.

Since an emergency application of the brakes is effected when theoperator relieves the manually applied pressure from the hand lever I42and the foot lever I62 as in the manner hereinbefore described and sincerelease movement of the brake valve device is then prevented, means areprovided at the end of the vehicle having the operating ball 25I forsupplying fluid under pressure from the main reservoir to the safetycontrol pipe Hi2 and the emergency piston chamber I9I for effectingrelease of the interlocking bar I28 which comprises an auxiliary valvedevice 32, which is normally positioned, as shown in Fig. 1. The chamber251 in the check valve device 35 is normally open to the atmospherethrough pipe 258, port 259 in the plug valve 26I and atmospheric pipe262. In operating the brake system from the end of the car provided withthe ball operating device 25I, the operating handle 263 of the Valvedevice 32 is first moved to release position shown in dotted line inFig. 1, so that communication from the pipe 258 to the atmospheric pipe262 is cut off and communication is established from the pipe 59connected to the main reservoir 2I to the pipe 258. With the plug valve26I in release position, fluid under pressure flows from the mainreservoir 2I to the emergency piston chamber IOI through pipe 59, port259 in the plug valve 26l, pipe 258, chamber 251 in the check valvedevice 35, port 229 and pipe I02. The fluid under pressure then suppliedto the emergency piston IOI forces the emergency piston I03 to the rightor release position, thereby relieving the fluid pressure acting on thepiston I91 of the sanding valve device and permitting the spring Ithereof to return the valve I16 to its normal seated position so thatfluid under pressure may again flow from the main reservoir to thesanding reservoir 23 in the manner hereinbefore described. Seating ofthe valve I16 of the sanding reservoir cuts off the supply of fluidunder pressure from the sanding reservoir 23 to the sand box 34 and tothe knockout device 21.

With the fluid pressure restored in the emergency piston chamber I 0|,the brakes may be controlled as desired through the medium of theoperating ball 25L Summarizing, the improved brake controlling apparatusincludes a mainreservoir, a sanding reservoir, a brake cylinder, a doorengine for operating the vehicle door, a knock-out device for moving thecircuit breaker trip lever for opening the circuit breaker underemergency operating conditions, an improved self-lapping brake valvedevice, a foot pedal for actuating the brake valve device, separate handand foot operated pilot valve devices for controlling dead mansemergency operation of the brakes, an automatically operated sandingvalve device for controlling the supply of fluid under pressure to thesand box and to the knock-out device and means for controlling theoperation of the brake valve device from the end of the car oppositethat containing the pilot valve device.

The brake valve device is provided with an improved emergency pistondevice for effecting an emergency application of the brakes, sanding ofthe rails, opening of the circuit breaker controlling the electriccurrent supplied to the motor for the vehicle and balancing the pressureof fluid acting on the door engine pistons, and which is subject tofluid pressure maintained in a safety control pipe, the fluid pressurein which is controlled by separate hand and foot operated pilot valvedevices and which are so interlocked that either one or the other of thedevices must be retained in depressed condition by the operator in orderto maintain the pressure in the safety control pipe. Release of pressurefrom the hand operated lever and the foot operated lever at the sametime vents the fluid from the safety control pipe to atmosphere andeffects an emergency application of the brakes, sanding of the rails,tripping of the circuit breaker to open position and balancing of thefluid pressure acting on the door engines for permitting manualoperation thereof.

Improved interlocking means is provided in the emergency piston devicefor preventing movement of the emergency piston to emergencyapplicationposition upon release of pressure from both the hand operatedlever and the foot operated pedal in the event that the operator hasfirst moved the brake valve device to service application positionwherein fluid under pressure is supplied from the main reservoir to thebrake cylinder at a pressure of approximately 25 pounds. This featureenables concurrent removal ,of-the operators hand and foot from thepilot valve devices while the car is atrest so that he may perform otherduties at a .point remote from the controlling valve devices. Means areprovided for preventing release of the brakes until the operator hasdepressed either the hand operated lever or the foot operated pedal andhas restored suflicient pressure in the emergency piston chamber toforce the emergency piston to its release position.

. Meansare'provlded for the operation of the brake valve device from theend of the car opposite to that onwhich the foot pedal is mounted.

From the foregoing .it is apparent that the improved brake controllingapparatus is flexible in operation andinsures the operation of thecontrol devices in proper sequence.

Other safety car equipments, similar to that described herein, .areshown and claimed in my copending application, Serial No. 698,242, filedon the same day as is this application, and in the copendingapplications of Ellis E. Hewitt, Serial No. 698,231, filed on'the'sameday as is this application, and Serial No. 19,378, filed May 2,

1935, all of which are assigned to the assignee of this application.

While but one embodiment of the invention construction without departingfrom the spirit of theinvention.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1, In a brake valve device, the combination with a valve device forcontrolling the supply of fluid under pressure to the brakecylinder andmanually operated means for operating said device and having a cammember thereon, of a fluid pressure actuated piston device having a cammember cooperating with the cam member on said manuallyoperable meansfor also operating said valve device and a locking member operated bysaid manually operated means andcooperating with said piston device forpreventing operative movement of said piston device. g

2. In a brake valve device, the combination with a valve device forcontrolling the supply of fluid under pressure to the brake cylinder andmanually operated means for operating said device and having a cammember thereon, of a fluid pressure actuated piston device having a cammember cooperating with the cam member on said manually operable meansfor also operating said valve device, a guide member for slidablysupporting said second cam member and provided with a guide slot, and alocking member operated by said manually operated means extendingthrough said guide slot and cooperating with said cam member forpreventing operative movement of said piston device.

3. In a brake valve device, the combination with a valve device forcontrolling the supply of fluid under pressure to the brake cylinder andmanually operated means for operating said device and having a cammember thereon, of a fluid pressure actuated piston device having aating said valve device, a guide member for slidably supporting saidsecond cam member and provided with a guide slot, and a locking memberoperated by said manually operated means extending through said guideslot and. cooperating with said cam member of the piston device forpreventing operative movement of said piston device, and means on thelocking member cooperating with means on the cam member for preventingoperation of the manually operated means so long as the locking memberis in operative locking engagement with said cam member.

4. In a brake valve device, the combination with a valve device forcontrolling the supply of fluid under pressure to the brake cylinder andmanually operated means for operating said device and having a cammember thereon, of a fluid pressure actuated piston device having a cammember cooperating with the cam member on saidmanually operable meansfor also operating said valve device, a locking member operated by saidmanually operated means and cooperating with said piston device forpreventing operative movement of said piston device and means on thelocking member cooperating with means on the cam member for preventingoperation of the manually operated means so long as the locking memberis in operative locking engagement with said cam member.

5. In a fluid pressure brake, the combination with a valve device forcontrolling the supply of fluid under pressure to the brake cylinder, ofmeans for manually effecting the operation of said valve deviceincluding a rotatable shaft having a manually movable member securedthereto for rotatively moving said shaft, an arm secured to said shaft,and a cam lever loosely mounted on said shaft adapted to be engaged bysaid arm and moved upon rotative movement of said shaft, to effectoperation of said valve device, and a fluid pressure controlled meansadapted to effect movement of said cam lever relative to said shaft toeffect operation of said valve device without movement of said shaft andmanually movable member.

6. In a fluid pressure brake, the combination with a valve device forcontrolling the supply of fluid under pressure to the brake cylinder, ofmeans for manually effecting the operation of said valve deviceincluding a rotatable shaft having a manually movable member securedthereto for rotatively moving said shaft, an arm secured to said shaft,and a cam lever loosely mounted on said shaft adapted to be engaged bysaid arm and moved upon rotative movement of said shaft, to effectoperation of said valve device, a fluid pressure controlled means, and acam member adapted to be moved by said fluid pres sure controlled meansfor engaging and moving said cam lever to effect operation of said valvedevice without movement of said shaft and manually movable member.

7. In a fluid pressure brake, the combination with a brake valve deviceoperable to effect an application of the brakes and manually operatedmeans for operating said brake valve device, of fluid pressureresponsive means operated by a variation in fluid pressure for alsooperating said brake valve device to effect an application of the brakesand means operative into the path of movement of said fluid pressureresponsive means, upon manual operation of said brake valve device toefiect an application of the brakes to prevent the operation of saidfluid pressure responsive means by a variation in fluid pressure.

8. In a fluid pressure brake, the combination with a brake valve deviceoperable to effect an application of the brakes, and manually operatedmeans for operating said brake valve device, of fluid pressureresponsive means operated upon a reduction in fluid pressure for alsooperating said brake valve device to effect an application of thebrakes, and means operative into interlocking relation with said fluidpressure responsive means, as a result of manual operation of said brakevalve device to effect an application of the brakes, to prevent theoperation of said fluid pressure responsive means by a reduction influid pressure.

9. In a fluid pressure brake, the combination with a brake valve deviceoperable to effect an application of the brakes, and manually operatedmeans for operating said brake valve device, of fluid pressureresponsive means operated upon a reduction in fluid pressure for alsooperating said brake valve device to effect an application of thebrakes, and a locking mechanism operated as a result of manual operationof said brake valve device to effect application of the brakes, forlocking said fluid pressure responsive means against movement.

10. In a fluid pressure brake, the combination with a brake valve devicehaving a release position, and an application position for effecting,respectively, release of the brakes, and application of the brakes, of afluid pressure actuated means having a release position and anapplication position for actuating the brake valve device toapplicationposition upon a reduction in fluid pressure acting thereon, and meansfor manually actuating the brake valve device from release position toapplication position and having means cooperating with said fluidpressure actuated means for preventing movement thereof to itsapplication position upon a reduction of fluid pressure acting thereon.

11. In a fluid pressure brake, the combination with a brake valvedevice, a manually actuated means for moving the brake valve device toeffect an application of the brakes and a fluid pressure actuated meansfor moving said brake valve device to effect an application of thebrakes, of means actuated into interlocking relation with said pressureactuated means, as a result of movement of said brake valve device to aposition for eflecting an application of the brakes, for rendering saidpressure actuated means ineflective to effect an application of thebrakes.

12. In a fluid pressure brake, the combination with a brake valvedevice, a manually actuated means for moving the brake valve device toeffect an application of the brakes, and a fluid pressure actuated meansfor moving said brake valve device to effect an application of thebrakes, of means actuated into interlocking relation with said pressureactuated means by said manually actuated means, for rendering saidpressure actuated means ineffective to move said brake valve device.

13. In a brake valve device, the combination with a valve device forcontrolling the supply of fluid under pressure to the brake cylinder andmanually operated means for operating said valve device, of a fluidpressure actuated piston device having a member cooperating with saidmanually operated means for also operating said valve device. and meansoperated into interlocking relation with said piston device by saidmanually operated means, for preventing operative movement of saidpiston device.

14. In a brake valve device, the combination with a valve device forcontrolling the supply of fluid under pressure to the brake cylinder andmanually operated means for operating said valve device, of a fluidpressure actuated piston device having a member cooperating with saidmanually operated means for also operating said valve device, lockingmeans operated by said manually operated means for locking the pistondevice against operative movement, and means on the last said meanscooperating with said piston device for preventing operation of themanually operated means so long as the locking means is in operativelockingrelation with said piston device.

15. In a fluid pressure brake, the combination with a brake valve deviceoperable upon the application of force thereto to effect an applicationof the brakes and upon withdrawal of said force to effect release of thebrakes, of fluid pressure responsive means operated upon a variation influid pressure acting thereon for also operating said brake valve deviceto eflect an application of the brakes, means cooperating with saidbrake valve device and operated upon operation thereof by said force toprevent the operation of said fluid pressure responsive means upon avariation of fluid pressure acting thereon, and means cooperating withsaid brake valve device for preventing movement thereof to releaseposition upon withdrawal of said force.

16. Ina fluid pressure brake, the combination with a brake valve deviceoperable upon the application of force thereto to effect an applicationof the brakes and upon withdrawal of said force to eflect release of thebrakes, of fluid pressure responsive means operated upon a reduction influid pressure acting thereon for also operating said brake valve deviceto effect an application of the brakes, means cooperating with saidbrake valve device and operated upon operation thereof by said force toprevent operation of said fluid pressure responsive means upon areduction of fluid pressure acting thereon, and means cooperating withsaid brake valve device for preventing movement thereof to releaseposition upon withdrawal of said force.

17. In a fluid pressure brake, the combination with a brake valve deviceoperable upon the application of force thereto to effect an applicationof the brakes to a pressure substantially proportional to the movementof said brake valve device and upon withdrawal of said force to effectrelease of the brakes, of fluid pressure responsive means operated upona variation in fluid pressure acting thereon for also operating saidbrake valve device to effect an application of the brakes, meanscooperating with said brake valve device operated upon a predeterminedmovement thereof by said force to prevent the operation of said fluidpressure responsive means upon a variation of fluid pressure actingthereon, and means cooperating with said brake valve device forpreventing movement thereof to release position upon withdrawal of saidforce.

18. In a fluid pressure brake, the combination with a brake valve deviceoperable upon the application of force thereto to effect an applicationof the brakes to a pressure substantially proportional to the movementof said brake valve device and upon withdrawal of said force to effectrelease of the brakes, of fluid pressure responsive means operated upona variation in fluid pressure acting thereon for also operating saidbrake valve device to effect an application of the brakes, meanscooperating with said brake valve device operated upon a predeterminedmovement thereof by said force to prevent the operation of said fluidpressure responsive means upon a variation of fluid pressure actingthereon, and means cooperating with said brake valve device forpreventing movement thereof to release position upon {withdrawal of saidforce and which permits further movement of said brake valve devicebeyond said predetermined movement.

DAVID W. LLOYD.

